Automatic brake mechanism for trains.



v J. SAMUELS. AUTOMATIC BRAKE MECHANISM FOR TRAINS.

APPLI0ATI01 1 FILED 0M. 25, 1pm.

Patented 00t.6,1914;

SHEET 1."

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J. SAMUELS.

AUTOMATIC BRAKE MECHANISM FOR TRAINS. APLwAnoN FILED OCT. 25, 1913.

1,1 12,481. Patented 0013.6,1914.

UNIT STATES PATENT OFFICE.

joint snmmrs, or ROCK SLOPE, ALABAMA, ASSIGNOR, nv mnslvn ASSIGNMENTS, T0

some snmUELs, EUGENE 'rnoraascn, w. 0. LONG, am) J. E. LACEY, A corAntimala- SHIP.

acrorlierrc Benign mnonanrsra i on TRAINS.

Patented Oct. c, 19 14.

Application filed October 25, 1918. Serial No. 797,2d0.

To all, whom it may concern Be it known that 1. JOHN Sairtmrsa citizen of the United States of America,

Trains, of which the following isa speci-I fication.

My invention relates to an electrically controlled mechanism, which will operate automatically, in connection with any standard-type of block signal, when a train runs into a block without license, to apply the brakes on such train, close the engine throttle, and. explode one or more torpedoes located at any desired points on the train,

as, for instance, over the cab, caboose, or atany other desired point.

One, object of my invention is to make certain the automatic application of the' brakes, and, to this end, I provide several independent devices which will act as bleeders to lower the pressure in the train line-system sufiiciently to apply the brakes. On'e device comprises an electrically controlled valve, which, when operated, opens the train line pressure to a bleeder port and also shunts the train line pressure to an air cylinder connected to and adapted to oper-,

ate the throttle.

f A further object is to supplement the safety appliances by, the use of torpedoes, arranged to be exploded electrically when the train runs past a danger'signal. These torpedoes are adapted to explode glass tubes, which are connected to the train line system and, when exploded,"serve as bleeders to insure the application of the brakes, in? thefevent' that the valve 'or throttle control mechanism should fail to operate.

My invention further comprises means whereby the engine can, be cut out from under the control of "the automatic circuits 4.1 when desired, as in the case of switching,

or under other conditions making it necessary to operate past a semaphore.

My invention further comprises the details of construction and arrangements of parts which, in their preferred embodiment are more particularly described and claimed hereinafter, reference being made-to the accompanying drawings in which Figure 1 illustrates the track circuits in elevation ,and the automatic train: circuits diagrammatically. Fig. 2 is a side elevation of a locomot ve equipped with the electrical -.appliances for automatically carrying into effect the objects hereinbefore stated. Fig. id is a diagrammatic detail illustration showngthe electrical and airpipe connections on the locomotive; Fig. 4 is a detail view of the torpedoes and over-head bleeders.

Fig. 5 isj-a transverse vertical section through the magnetically controlled valve on the train dine. Fig. 6 is,a front view of the tell-tale-dial connected to the valve shown in Fig.15. Fig. 7 is a longitudinal vertical section taken on the line of Fig 6. Similar reference numerals refer to similar parts throughout the drawings.

My invention is adapted for use in connectionwith'standard types of block signals. The one which I have chosen for the sake of illustration comprises the standard 1, the

semaphore? and contacts 3 adapted. to be closed by a contact plate 4 on the semaphore only, when in raised position .indicating danger ahead in .the block. The contacts-3 are connected by wires to a suitable battery and each wire leads to a conductor 6, one of which is disposed on each side 'of' the track rails 7. The locomotive 8 carries any suitable means for collecting the current from the conductors 6, that shown comprising contacts 9 disposed on each side'of the locomotive and connected by wires 10 and 11', to amagnet 12. This magnet, when energized by the closing of the circuit across the contacts 9, closes a relay switch 13 and closes the automatic wiringcircuits on the locomotive to a relay battery ll carried by therlocomotive or train. A wire 15, leads from one side of the battery and. branches, one part 16 thereof leadingto the electro-' magnet 17 and to switch 18, and, when the latter is closed, to the switch 13 and back to the battery. The other branch 17? of the wire, extends overhead and is connecled by' branch wires 18' to torpedo or explosive caps 19, the current returning by wire :20

pipe 25. The casing-23 has a large port 26 38 having its outer end closed by which communicates with a pipe 27 that leads to an air cylmder 28, having a piston 29, to the free end of which is pivoted a link 30. This link is connected by a pivot pin 31, disposed at its outer end, to an extension 33 on the rocking hand grip member 34,

which member controls the ratchet lock for the throttle. The throttle lever, when pulled by the link 30 and piston 29, acts through ordinary operating connections to close the throttle valve 35,,and the piston will be operated to cut off steam when the air pressure is admitted to cylinder 28 by the turning of valve 23, so that its ports establish communication between the pipes 24: and 27; The valve 23 has a bleeder port 36 which connects with a contracted bleeder port 27 in the valve casing and acts to' gradually reduce the pressure in the train line and in the cylinder 28, when the valve 23 is moved to apply the brakes.-

The' valve casing 28*, at its outer end, is

provided with an. integral extension casing a glass 39, held in place by a fixedlock ring or cap 40, that is riveted to -the end of extension 38. The valve, at the center of its inner end, has a rounded stud 41,, adapted to pass through a central opening in the inner wall of the casing 38. On the outer end of the stud is fixedly mounted an arm 42, which carries a pivoted inturned spring pressed dog- 4-3, which dog engages a ratchet wheel ll, carrying a polnter arm 45., ThlS arm moves over a dial d6 having marked thereon a series of numbers progressing from 1 to 10 and being spaced so that each automatic operation of valve 23 will, through the connections described, cause the pointer to .be advanced over the dial to indicate the next higher number to the one last pointed to. The dog will travel back freely over the ratchet wheel while thevalve is reset to a closed position, without disturbing the position of the pointer, and since cap/l0 is not removable, the pointer serves as a. tell-tale which will indicate each time'the engineer has disobeyed orders, and, as a result, the automatic apparatus has been called upon to stop the train.

Branch pipe a7 is connected with the train line pipe 25, and extends upwardly to the top of the cab, caboose or car, where a branch pipe 48 leads from it. the ends of both pipes L7 and 48 being connected each to an elbow 49 which is provided with a bleeder port. A. gage glass 50, closed at its outer end, is connected by with each elbow 19 to cover and normally close its bleeder port.

51, secured to the roof of thencab. Each ga glass is disposed close to the roof of .l .he cab, and between the roof and the glass an air tight joint is interposed an explosive torpedo 19. Each torpedo and cover 52, detachably connected to the roof of the cab. i

In operation, when one train has passed into a block, the semaphore 2, which it passed, is raised, and the circuits from battery 5 are closed to the contacts 6. If another train attempts 'to enter the block before the first train has cleared it, the brushes 9 on the train entering the block will take the relay magnet 12, thereby closing the switch 13 and causing current from the battery 1a to flow to the magnet 17, which will,

through the connections described, move valve 23 to admit the train line pressure to pipe 27 and to the bleeder port 37. The air pressure will flow to the cylinder 28. and

in the manner-described, will'closc the throttle and shut off steam from'the locomotive. At the samectime the current flowing through circuits 17, 18 and 20 will explode glass is protected by a cap or "current from the contacts. 6 and energize the torpedoesl9, giving an alarm signal to the engineer, and at the same time breaking the gage glasses 50, so that the train line pressure is bled also through the pipes 47 and 48, and the brakes applied to stop the train. rately or jointly, make certain the ultimate application of the brakes even if for any reason the throttle should fail to operate, but the bleeders are designed not to exhaust the air and lower the air pressure sufficiently to interfere with These several bleeders, either sepaclosing mechanism ice the reliable operation of theair motor 28 responsive to the inrush of air in the opening not operate, For each time the valve 23 is operated, the tell-tale pointer 42 is advanced over the ,dial, and furnishes conclusive evidence of neglect or carelessness on the part of the engineer. 1 7

Only one gage glass'is necessary, though I preferv to' use two. The arrangement of the glasses and torpedoes may be varied to suit the convenience of the user. the relay battery can be dispensed with and battery 5 relied upon to'deliver. sufficient current to perform the automatic operations described. I prefer to use the different If desired,

of the valve 23. If, for any-reason, it is desired to have the automatic circuits the engineer opens a switch 18.v

automatic safe guards described in the combination, as each supplements and makes certain the effective operation of the whole safety appliance.

hen valve 23 is operated to deliver air pressure to the cylinder 28, the valve port 36 will register with the bleeder port 37 and the latter will exhaust the pressure from the cylinder 28 so that the throttle is released for manual control. The bleeder port 37 would in time drop the pressure sufliciently in the train line- 25 to apply the gi'isses 50.

brz ses, but this automatic application of the 'bi-"kes is made more rapid and'reliable by his fracture of one What I claim as new, sddesire to secure E1 Letters Patent is:

1. Means for automatically arresting t main, said means comprising, 1n eombma- .ion with the air brake system, an'air inc-'- sor, a pipe connecting said motor with the air brake system, afivalve in said pipe for controlling the flow of air to sai motor, means to automatically. operate said valve,

means controlled by said valve both to admit and slowly exhaust the air pressure from said motor, andmeans controlled by a said motor to stop the train, substantially as described.

2. In an apparatus of the character de- 1 scribed, in combination with a locomotive and air' brake system, a pipe leading from the air brake system, a two-way valve to control the exhaust of air through said' means to autonmtically operatefsaid ve under; predetermined conditions, a main exhaust pipe and a bleeder pipe controlled by said :ialve and simultaneously opened-or closed thereby, and mechanismactuated by the exhaustiairpassing through the main exhaust pipe for shutting of t e.

motor fluid to the locomotive.

3. Incombinatio'n, a train, its air brake system, a normally closed pipe" line. on

' Witnesses;

nected with'the .air brake system and having a plurality of bleeder ports therein, a or more of the gage va v means in said pipe line for controlling- V gage glasses include in said fpipedlilnleeeaind sa1 .er

normally closin the other 0 ports, an-explos1ve device adjacent to each gage glass, electrically controlled. means operable automatically under predetermined conditions for exploding-said device or devices and for operating said valve'means to open and ports, and track means for en-' ergizing said electrical means on a passing train, substantially as described. I

4. Means for automatically arresting a. train, said means comprising m combination with the .air brake system, an air motor,a

pipe connecting said motor with the air brake system, an indicating valve in said pipe for controlling the flow of airto said motor, means to automatically operate said valve, means controlled by said valve both toadmit and slowly exhaust the air pressure from said motor, and means controlled by said motor to stop the train, substantially as described.

In testimony whereof I afiix my signsturein presence of two witnesses.

JOHN SAMUELS. 

